Diego Garcia 32 m., and in S lat. 6° 42', E long. 72° 29. It then takes a direction N 30° E 39 m. to its E boundary, which is in S lat. 6° 8', E long. 72° 50'. From this point it continues to the N by W 29 m. It then runs W 35 m., to S lat. 5° 49', E long. 71° 39', where it takes a direction to the S by W 18 m. to N Brother island; continues W from 16 to 17 m.; in S lat. 6° 23', E long. 71° 18', suddenly turns ESE about 70 m., passing to the N of the Six Islands.

The C. islands were probably discovered by the Portuguese. Davis sailed through them in 1598. Previous to 1744, the French had explored and surveyed them. They came under the power of Britain, together with the Mauritius, in 1810. They are divided into 8 estates, some of which comprise as many as 27 islands; and all belong to individuals of French extraction. Moresby's Nautical Directions.

CHAGRES, or CHAGRE, a town, or village rather at the mouth and on the N bank of the river Cha-lantic, but 44 m. [Lloyd], 50 m. [Foster], by its gres, in the dep. of Panama, in the republic of New Granada, 32 m. W of Porto Bello. It was until recently a miserable collection of reed huts filled with half-clad Negroes, and built in a long line (a a a) close to the river on a piece of low swampy ground; but the immense emigration from the United States to the gold regions of California has raised C. to importance as the N point of transit across the isthmus to Panama on the Pacific; and several comfortable inns and other facilities for trade have been raised at this place. It has a fort (F), which, raised considerably above the level of the v., stands out boldly towards the sea, and forms an excellent defence to the entrance of the river. The pop. of C. is about 2,000, chiefly black or coloured. The country about C. is of moderate elevation, well-wooded, and luxuriantly fertile. Its port is a little sandy bay with a ledge of rocks crossing its entrance, and not more than from 10 to 12 ft. water; and it has nothing more than an open roadstead for ships, where they are exposed to the swell of the ocean, which in NE winds is often dangerous [Foster]. The distance to Navy or Limon bay, immediately to the E of C., and in which there is excellent anchorage, is 9 m. by water. It has been proposed to cut a canal from this bay to join the Chagres river. To this bay the river approaches in its course above the town of C. to within 2 m., and the interval is nearly level. The rise and fall of the tide at C. is 1.16 foot. High water mark is 13:35 ft. below that at Panama; and the mean height of the Atlantic at C. is 3.52 ft. below that of the Pacific at Panama [Lloyd]. In every 12 hours, commencing with high tides, the level of the Pacific is first several ft. higher than that of the Atlantic; it becomes then of the same height, and at low tide is several ft. lower. Again, as the tide rises, the two seas are of the same height; and finally, at high tide, the Pacific is again the same number of ft. above the Atlantic as at first [Ibid.]. Steamers anchor off the bar, or lie in Limon or Navy bay [Puerto de Naôs]; and passengers are landed in the ships' boats, or in the canoes of the natives.

The river C. rises near the valley of Pacora, in about 9° 10' N lat., and 79° 10' W long., among the high mountains which approach the bay of Mandinga. Its course to its junction with the Requeni, a little below the village of San Juan, is SW. Below this point of confluence it is navigable by canoes, but with difficulty, as it runs with great velocity over a rocky bed. At Gatun-which must not be confounded with a place of the same name near the mouth of the C.it receives the Gatuncilla on its r. bank, and soon after the Chilibre on the 1.; and its rapidity gradually diminishes, while its volume of water increases, until at Cruces, 23 m. direct distance from the Atstream, it seldom exceeds 3 m. At Cruces the river is wide, but shallow. "Few rivers of its size present more beautiful scenery on its banks than does the C. above Cruces. For miles together it is bounded by enormous abrupt masses of limestone of the most curious and fantastic forms: in other parts savannahs extend to the very edge of the river, covered with a particularly fine grass called grammalotti; and the noble bongo-tree is seen studding the banks, something in the shape of a well-trimmed yew-tree, but growing to much larger size. In most places the river is shaded from the sun's rays by a large tree called jegeron, which extends its branches across the river, its leaves being eagerly sought by the fish. The water generally runs over a bed of various descriptions of pebbles, and is in summer most brilliantly clear. In many places near its source it is much wider than at its mouth, occasionally breaking into distinct channels and forming small islands; but in the rainy season these are all connected, and constitute one broad stream, with strong sets and eddies, caused by the abrupt turns, which render its navigation peculiarly perilous. Many years ago, from repeated and long-continued rains, the river rose until it arrived at the foundation of the church at Cruces, situate on a small rise about 40 ft. above the present level: the greater part of the town was submerged, and no intercourse could take place among the inhabitants for some weeks, unless by canoes. But towards its mouth, as far as the river Trinidad, it has never been known to rise more than 6 or 8 ft., and this height the banks easily confine." [Lloyd.] Below Cruces, the C. receives the Ovispo on its I. bank, a stream which is separated in the upper part of its course from the Rio Grande flowing S into the bay of Panama, by only 4 m. of flat country. At Gorgona, 2 m. below the confluence of the Ovispo, and 8 m. below Cruces, the road from Chorrera near the Pacific strikes the C. From Gorgona to Barbacoa, the C. pursues a winding but prevailingly W course; at the latter place it assumes a NW course, winding between banks covered with impenetrable thickets, beyond which rise lofty forest-trees, and high above these forest-clad mountains. At Pulo-Orqueto, 8 m. direct distance from C., but nearly double that distance by the stream, it receives on the 1. the Trinidad, a large stream which rises near the S coast, not far from Chorrera, and has a breadth of 200 ft., with a depth of from 18 to 20 ft.; and on the r. bank, about 6 m. below, the Gatun, a stream descending from the Gatun-Grande to the ESE of Porto Bello, and having a long SSW course. From Gatun to its mouth the course of the C. is NW, and less winding than above that point. Its depth here varies from 26 to 30 ft., and the rate of its current is scarcely 1

there is no danger. The mules are remarkably surefooted, and know their duty perfectly. Give them a loose rein, and there is no reason to fear. Ladies frequently ride over without once dismounting, except for refreshments. The distance is about 27 m. [?] Ranches are scattered along the hills whereat the natives are glad to give the thirsty wayfarer a cup of coffee for half a dime; and at some of them ham and other meats can be had for large profits to the ranchero. Brandy and liquors can be had at all. A ride of from 8 to 16 hours brings you to the ancient and dilapidated suburbs of Panama. Hotels are numerous here, and drinking-houses and restaurants in any number."

mately both for steam-boats and sailing-vessels, by the line of

Isthmus of Panama railroad.] The interesting engineering problem of the formation of an easy line of commercial traffic between the Atlantic and Pacific across the narrow isthmus which divides these oceans in Central America, is at this moment being solved by the formation of two such lines of communication, one by steam-boat and railway in the first instance, and ultimately by railway entirely, between C. and Panama,—the other by a canal for steam-boats in the first instance, and ultithe San Juan river, and the lake of Nicaragua, and by such a line of route from that lake to the Pacific as may hereafter be determined. We shall here trace the line of communication now forming between C. and Panama; and, as a matter of some interest, notice Colonel Lloyd's scheme for a canal communication between these points; although the idea of a canal in this quarter must be held as abandoned. The projected Panama railroad is to have its terminus on the side of C. at Limon bay, and its

m. per hour. The whole course of the C. does not probably exceed 90 m. Its mean breadth is about 100 ft. Beautiful specimens of agates and jaspers are found in its bed, and in very large masses. This river has recently attracted much attention in connection with the various schemes for facilitating transit across the isthmus, or connecting the commerce of the Atlantic with that of the Pacific. Sailing vessels cannot ascend the C. on account of the strong current and serpentine channel; but in the rainy season, that is from June to November, the C. would be navigable for small steam-boats, if of sufficient power to contend with the floods, up to Cruces; and to render it always navigable up to its junction with the Ovispo, below C., it would only be necessary to erect a few weirs at certain places [Scarlett]. In the dry season, from December to May, the passage from Č. to Cruces by canoes occupies 3 days; but in the wet season, in consequence of the increased current, it is not performed under 12 or 14 days; though the passage down is made in 12 hours [Foster]. By deepening the Ovispo, and its affluent the Mandinga, and then connecting it by a canal about 7 m. in length with the Rio Grande, at the point whence that river is navigable to the Pacific, Mr. Scarlett conceives a navigable communication between the two oceans would be effected. Until more rapid modes of transit were recently adopted by the Californian adventurers, the first part of the journey from C. to Panama was made in a small steamer as far as she could ascend; thence in canoes, of the tonnage of 70 bales and under, to Gorgona in the dry season, and to Cruces in the wet season. At either of these places mules are obtained which carry a load of about 250 lbs.; and the transit to Panama, a distance of 21 m., may be made in 9 hours. A light-footed motero will carry an enormous burden along this road, either on the head or in a chair with the back secured to the head, and the legs supported by stirrups attached to the shoulders [Belcher]. At the present moment, it is usual to hire a large canoe having room for the baggage of two or three passengers fore and aft, and leaving 7 ft. in the middle with an awning for their accommodation. By this conveyance, if manned by 4 rowers, Gorgona can be reached from C. in 30 hours. At Gorgona several hotels have recently sprung up; but the town or village itself is, like C., a mere collection of ranches, or huts built of palm-cane. There are at present two methods for the transportation of baggage from this place to Panama: one, as already noticed, on the backs of mules,-the other on the backs of native moteros. "The first," says a very recent traveller, "is to be greatly preferred. Indeed, I would seriously caution travellers against intrust-ceeding 30 or 35 ft. to the mile, and of uniform descent to both ing natives with their baggage, and, if they do, never to lose sight of it until safely lodged at Panama. I do not mean to say that they are dishonest, but they are becoming so from example, and they will disappoint you by delay, from a hundred causes, to the risk of your detention at this place. Forwarding merchants of responsible character are now engaged in this trade; and upon receipt of your baggage they will bind themselves, in writing, to have it in Panama at the time and place specified, or be responsible for failing so to do. Having packed your baggage, and obtained a mule or horse for yourself, you start for Panama. The path through the mountains beggars all description. It is painfully crooked,- -one continual up and down for miles,-across creeks and ravines at every one of which you would think your neck endangered. The path is at times a deep gutter, at others a stony batter: sometimes you have to climb an almost perpendicular ascent; the next moment you have to descend another. Such is the road to Panama most faintly described: but withal

terminus on the Pacific at Panama. From Panama it will run to Gorgona, the highest navigable point of the C. The length of this section is 21 m., and it is now in progress of execution. The capital of the undertaking is fixed at 1,000,000 dollars, with liberty to increase it to 5,000,000 d. The grant by the republic of New Granada provides that the company shall enjoy an exclusive privilege for 49 years, subject to the right of redemption by the republic at the end of 20 years, on payment of 5,000,000 d.; at the end of 30 years on payment of 4,000,000 d; and at the end of 40 years on payment of 2,000,000 d. This privilege is to date from the completion of the road, for which 8 years are allowed; and it is accompanied by a concession of exclusive harbour-rights at the ports on each side, and also of the necessary land throughout the line, besides 300,000 acres in perpetuity for the purpose of colonization. The company are also to be allowed to import iron, and whatever may be necessary for the construction of the road, free of duty, including all articles of provision and clothing for the workmen, and they may call upon the government to furnish them the assistance of three companies of sappers. The only obligation imposed as to the character of the road is that it shall be capable of transporting passengers and merchandise from one ocean to the other within the space of 12 hours. Lines have been run from ocean to ocean, with cross sections cutting them at all points; and the result has been that, instead of encountering the formidable difficulties that were anticipated, the engineers have fixed upon a line which will not exceed 46 m. in length, with a summit of only 260 ft. above the level of the Pacific, and with curvatures having nowhere a radius of less than 1,500 ft. Until a recent period it was supposed that the pass from Sola-Nicaragua to Redigo on the Pacific was the lowest pass in the isthmus; but the probability is that the Panama summit is the lowest; and even it may be reduced

by a short cutting to 210 ft. This will give a gradient not ex

oceans. "The difficulties, in short," it is said, "instead of being

greater, are less than on the average of railroads in the northern states of the Union." The explorations of the engineers were extended over the whole isthmus, so as to insure the selection of the true point; and this exploration, it is said, "has led to the discovery of large groves of mahogany, and rich mineral deposits, the knowledge of which will be highly important to the company in locating lands under the grant.' As regards the climate of the isthmus, it is alleged that the experience of the corps is by no means discouraging. To avoid, however, the unhealthiness of C., and the badness of its harbour, the Atlantic terminus of the line has been fixed at Limon bay, a port which is perfectly secure, and of great capacity. On the NE side of the bay, and about half-a-mile distant from the shore, is the island of Manzanilla, 14 m. in length, by an average of 1 m in breadth; about 10 or 15 ft. above high water mark, generally level, and well watered with springs. At its S extremity it is separated from the main land by a passage of only 50 or 60 ft. The bay formed by the NE part of the island and the mainland will be the harbour for the railroad. It is accessible at all seasons, and with any wind perfectly secure, with 6 to 7 fath. of water in the centre, and 3 to 4 fath. within 60 ft. of the shore, and capable of containing 300 sail. Of the island the chief engineer says: “In ten years I predict the whole will be covered with houses, and the inhabitants enjoying perfect health with every luxury of a southern clime; and I consider it the most eligible and perfect site for a city of any size that I have ever seen." With regard

sun, and during rains, and their simple mode of living, would render them valuable pioneers for the more robust Englishmen. It was stated, also, that a great deal of native labour might be obtained at a cheap rate; 6d. or 9d. per day, and rations, consisting of a pint of rice, a pound of dried beef, and a golpe d'aguardiente, being the ordinary pay of a peon. The chief point, however, insisted on by the author, was the great field opened in the isthmus for the surplus population of this country. He contended that it was far preferable to the Canadas; and that Australia, with its arid trackless wastes, held out still fewer temptations to the emigrant; the isthmus was comparatively within an easy distance; the emigrant would be at his destination almost on landing; the resources of the country were great, and the productions varied and cheap, whilst the present pop. was infinitely disproportioned to the superficial area of the country.If at some future period it should be found desirable to effect a canal-communication across this part of the isthmus, it seems probable that a line of route different from that which will then have been opened up by railway will be adopted. See articles NICARAGUA, PANAMA, TEHUANTEPEC.

to their immediate operations, the company propose to unite | victs, whilst their power of enduring fatigue under a tropical vigour with caution and economy. They may, in their discretion, use horse-power instead of locomotives, if, in their opinion, such a road would meet the present wants of business. It is also in their power in another, and perhaps better way, to limit their immediate expenditure. "The C. river," it is observed, "is navigable at all seasons of the year for steamers drawing a light draught of water, up to the point at which the line of the road crosses the river. The distance from that point to the Pacific is about 20 m. The company may for the present make use of steamers and barges on the river up to that point, and thence construct a railroad to the Pacific. With this view, and to meet the immediate pressure of travel, a stern-wheel steamer and barge have been sent out. The whole cost of opening a communication of this kind will be comparatively small, and the company believe that on many considerations this is the most prudent and proper way of beginning the work. These 20 m. can with vigorous action be opened by a very early day. The number of passengers would be the same as over a railroad to cost three or four millions of dollars. With this in operation the company may remain quiet for several years, or may take advantage of opportunities when labour and materials are cheap. In short, they may hold themselves in a position to meet all exigencies as they rise, and whilst enjoying the revenue which the plan suggested cannot fail to produce, may take the full benefit of the time for fulfilling their contract, and be governed entirely by circumstances as to the character of the road they may in the end think it expedient to build." The company have begun that portion of the line between Gorgona and Panama, which, it is expected, will be finished in about a year and a half. "This has long been a desideratum in the commercial world, as the doubling of Cape Horn, in the passage from England to the South seas, is one of the most dangerous points in a navigator's course, though the risks are now much diminished by the increased skill and experience of our captains. The railroad across the isthmus is a plan that presents all the advantages, and none of the disadvantages, of the canal which was once projected. There can be no danger arising here from the varying elevation of the two oceans; and iron rails are kept more easily in order than sluices, dams, and canal banks. It seems wonderful, now that it has been fairly begun, that it was not attempted earlier-as early as the capabilities of steam and rails were discovered. There are only about 30 m. of ground to overlay; and so vast are the benefits which will accrue in point of safety, speed, and convenience, that the railroad joining the two great oceans will be, like many other applications of science, almost the creation of a new era. The Egyptian canal between the Nile and the Red sea,-the Egyptian tram-road between Myoshormos and Thebes,-and even the great Roman roads over rocks and wastes,-none of these will fill a larger place in the world's history than this steam communication between the Atlantic and the Pacific." [Times.]

Projected canal.] Before the execution of the line of railroad above traced was determined on, the project of effecting a shipcommunication across the isthmus, by a canal, was warmly advocated by several parties, amongst whom the opinion of Colonel Lloyd, as having possessed superior opportunities of personal observation, merits respectful attention. In a paper recently read before the Institute of Civil Engineers, Colonel Lloyd reviewed the surveys of Garella, of Morel, and others, who had examined the country subsequently to himself. He then examined the various lines proposed, and gave reasons for preferring that which, starting from the beautiful bay of Limon, would proceed by a short canal, through a flat country, to the river C.; thence up the Trinidad, as far as its depth would suit; and then, passing by a short canal into the Rio Grande, debouch at Panama. This line, it was contended, in the present state of the science of engineering, presented no obstacles excepting the climate and the expense, to prevent a canal being cut of sufficient depth and dimensions to float from one river to the other the largest ship in her Majesty's navy. The climate was stated, from personal experience, to be quite as good as in any tropical country, except in some particular spots, where, from local causes, certain complaints were rife. The expense could only be accurately estimated by the survey of experienced engineers; but in a country abounding in fine timber, and the best building-materials of all kinds, whilst no great chain of mountains--as has been fancifully depicted on supposititious charts-had any existence except in the imagination of the designer, it was only fair to allow that the cost of a canal of such limited length could not be very great; and the supply of water might be presumed to be ample in a climate where there was copious rain for nine months in each year. The disadvantages of a railroad, in such a humid climate, were descanted upon at length; and it was shown that the risk of injury to merchandise from that cause alone, independent of that to be anticipated from breakage and pilfering, during the various transhipments, must induce preference for a canal through which vessels should pass from sea to sea without delay, and continue their voyage to their destination without breaking bulk. The means of accomplishing the work were then considered. A proposition for a certain number of convicts, to be contributed by Great Britain, France, and America, was shown to be untenable; but it was argued, that a portion of the convicts from this country might be more advantageously sent there than to our present penal settlements. The means of preventing their escape were shown, and a proposition made for introducing with them a number of convicts from Bengal, and the other presidencies, whose language and habits would effectually prevent their mingling with the British con

Plan of steam-communication with the Isthmus.] The British line of mail-steamers now run monthly along the W coast of South America, between Valparaiso and Panama, in connexion with the Royal Mail steam-packet company's monthly mail line fron C. to England. The average time occupied between C. and Southampton by this route is about 37 days-namely, regularly leaving C. on the 29th, and arriving on the 3d to the 7th of the second month following. The time occupied on the voyage between New York and C. is from 9 to 11 days, or say 10 days. Hitherto there have been no preconcerted arrangements for connecting this line at New York with the departures for England of the United States or British mail line; consequently, there is generally a loss of 5 or 6 days at New York. The voyage thence to England, however, occupies only from 11 to 13, say 12 days; and, allowing for exchange of mails at New York 1 day, making 23 days, which gives a clear gain as compared with the Royal Mail steam-packet company's route of 14 days. Duplicates of the West India, Mexican, and West coast correspondence are now invariably directed by way of New York, to the prejudice of the British postal revenue; but great inconvenience and disappointment are likewise felt from the irregular receipt of these, in consequence of the want of an established connexion between the New York and C., and the New York and Liverpool British, or the United States and Southampton mail lines. Under existing arrangements bullion to the extent of from 2,500,000 to 3,000,000 dollars monthly-West coast and Mexican remittances-is conveyed by the Royal mail steamers. Averaging the delay at 14 days per month gives 168 days per annum, which, at 4 per cent., shows an annual loss in interest of £10,000. Under the advantages before adverted to, and taking into account that the New York is by far the most desirable route, whether viewed commercially, or in rereference to health and comfort, it may be feared that nearly all the West coast and Mexican traffic, and a portion of that of the principal West India islands, will be carried by the United States' mail-steamers, unless a semimonthly mail service between Valparaiso and Panama be speedily established, and the time between C. and England reduced to 24 or 25 days. Assuming that from the isthmus of Panama to England should be considered a main trunk line, say from C. to Southampton, the existing routes are as follows:

The island of St. Thomas being the first point of approach to and departure from the group of isles which stud the Carribean seas, and intersecting at a convenient distance the straight line from Southampton to Chagres, must per force be the head-quarters for coaling, and also for transferring mails to and from the intercolonial steamers, running to Jamaica on the one hand, to the Windward and Leeward islands and British Guayana on the other, as well as for the vessels which are to depart thence for Havannah and the gulf of Mexico.

The route outwards to the isthmus at present pursued by these steamers is still more objectionable. It is as follows:

Southampton to Madeira,
Madeira to Barbadoes,

Barbadoes to St. Thomas's,

St. Thomas's to Porto Rico,

Porto Rico to Jacmel,

Jacmel to Jamaica,

Jamaica to Santa Martha,

Santa Martha to Carthagena,
Carthagena to Chagres,

Total distance,

Miles. Steamer stops
1,287
day.
1 day.
day.

. 2,610

420

ampton to the isthmus, occupying 35 to 36 days. If the principle of a through or trunk line via St. Thomas's were adopted, to which other lines should be tributary, the distance would be 4,742 m., occupying 22 or 23 days, and thus effecting a saving in distance of 1,108 m., and 10 or 12 days in time.

tures will be conveyed. The opening of the Panama railway must in an important degree facilitate and cheapen the transmission of goods across the isthmus; and as Panama has been declared a free port by the government of New Grenada, a new trade will spring up for shipment of merchandise by steam for the whole of the W coast of America. This is the more probable, inasmuch as the vessels carrying mails could not be permitted to be detained any lengthened time at St. Thomas to discharge cargo into the branch-steamers; but the isthmus of Panama being the terminus of the line, there could be no objection to freight in any quantities being carried to Chagres, because ample time would there be allowed for its discharge without detriment to the mail service. At a moderate but yet remunerative rate of freight, large quantities of merchandise for Valparaiso, Lima, and the other South Pacific ports, as well as for the W coast of Mexico and California, would probably offer for conveyance by the main line steamers in preference to the long sea voyage via Cape Horn.

The main line steamer starting from Southampton will reach St. Thomas in 12 days; at that island several branch steamers will be waiting her arrival. To one of them will be transferred the mails and passengers for Havannah and the gulf of Mexico; to another the mails for Porto Rico, Hayti, Jamaica, San Jago de Cuba, and the other ports intended to be accommodated by the Jamaica route; another ship will receive the mails for the Windward and Leeward islands and Demerara; these vessels having previously effected a mutual interchange of intercolonial mails for the various parts of the West Indies. Such operations completed, the through or Southampton steamer will instantly proceed to the isthmus of Panama, while the branch-steamers will depart from St. Thomas for their respective destinations.

Homeward the mode of operation will be of a similar character. The Main steamer, from Chagres, having reached St. Thomas with the Pacific mails on board, will find waiting for her the several branch-steamers which have come up from the gulf of Mexico, Jamaica, Demerara, &c. These vessels will immediately transfer their mails to the Atlantic steamer, and she will without delay set sail for Southampton, having on board the mails, specie, passengers, and cargo from all parts of the West Indies, Mexico,

maining at St. Thomas to coal and prepare for the arrival of the succeeding outward steamer from England. The routes will be as nearly as possible as follows:

MAIN OR THROUGH LINE.

Southampton to Chagres, embracing the mails for the Pacific and California, and conveying all the West India and South American mails as far as St. Thomas:--Southampton to St. Thomas, 3,622 m., in 12 days, one day stoppage; St. Thomas to Chagres, 1,120 m., in 6 days; total, 4,742 m. from Southampton to Chagres, to be accomplished in 18 or 19 days, against 5,850 m. from Southampton to Chagres, vid Madeira, Barbados, St. Thomas, Porto Rico, Jacmel, Jamaica, Santa Martha, and Carthagena, occupying 35 days as hitherto, and effecting a saving of fully 16 days.

At Panama the Pacific steam navigation company's ships will wait the arrival at Chagres of the steamer from Southampton, to receive mails for the ports of New Granada, Ecuador, Peru, Bolivi, and Chili, as comprised in the contract for that service; the routes and distances being as follows:

Panama to Buenaventura, (New Granada,)
Buenaventura, to Guayaquil, (Ecuador)
Guayaquil to Payta,

Payta to Lambaqueque,

Lambaqueque to Huanchao,

(Peru,)

From the same semi-official source which has supplied us with the above details, we are given to understand that a plan whereby the communication between Great Britain and her ultramarine dependencies in the West Indies, Central America, and the Pacific, as well as with the Foreign Antilles and the Span-Spanish main, and Pacific; the various intercolonial steamers reish main, will be greatly accelerated and improved, has been proposed by the Royal Mail steam-packet company, and is now under consideration of the Lords of the Admiralty. The main (or trunk) line of communication between England and the isthmus of Panama, touching only at St. Thomas, is to be accomplished by new steam-ships, which will be of between 2,000 and 3,000 tons burden, with proportionate steampower, and are intended to attain a regular average speed of at least 12 knots. These ships, it is stipulated, shall be of even superior qualities to those vessels on the Cunard line of the Niagara and Europa class, which have performed such wonders in Atlantic steaming, but whose speed, taking the duration of the most successful voyage, has barely exceeded 11 knots, and on the average is not more than 10. As these steamers will be receptacles for the whole of the passengers, mails, specie, and cargo collected from the Pacific and the Spanish main for transmission to Europe, and, by means of the subsidiary lines, from Mexico and the various West India islands, concentrating at St. Thomas for the homeward voyage, they will be provided with accommodation for a large number of passengers and for the considerable freights that will have to be conveyed by them. The present steamers will be employed in the intercolonial and branch services. As regards the conveyance of specie and bullion, which has always been, and must continue to be, one of the principal sources of revenue to the West India line, it is easy to imagine that in future this portion of the traffic will greatly increase. Several streams of traffic of this nature will flow into the main line; and the produce of the mines of the whole Western hemisphere intended for transmission to Europe must of necessity be conveyed by these vessels. The gold and silver raised from the mines of Chili, Bolivia, and Peru, will be carried to Panama, and go thence by railway to Chagres for shipment to England. Those large freights of silver hitherto collected by her Majesty's ships on the W coast of Mexico, will in like manner be delivered at Panama, thence to reach London in 24 days, instead of being subjected to a voyage of four months round Cape Horn. The American line of steamers from San Francisco, terminating at Panama, will bring great freights of gold, the product of the mines of California; and as the majority of these remittances will, in course of business, be intended for Europe, they will be sent by the direct steamers. Then, again, at St. Thomas the homeward Atlantic ships will receive the large amounts of silver so regularly shipped from Tampico and Vera Cruz, and other steamers will bring up to the same point their collections of gold, silver, and precious stones from Santa Martha, Carthagena, and other parts of the West Indies and Spanish main. In place, therefore, of these vessels arriving at Southampton, as at present, with freights of 1,000,000 to 2,000,000 dollars, they will come home laden like the Spanish galleons of old, bringing the mineral wealth of the Western world to the amount of 5,000,000, 6,000,000, or even 10,000,000 dollars at a time. The homeward merchandise cargo, also, will not be inconsiderable in extent or value. Sarsaparilla, cochineal, indigo, pimento, tortoise-shell, cigars, tobacco, drugs, turtle, and all kinds of expensive tropical produce that can afford a superior rate of freight for conveyance to an early and certain market, will in a material way augment the receipts of the line. Outwards, quicksilver for working the Mexican mines, rich and valuable silks, wearing apparel, broad-stuffs, and foreign manufac-Valparaiso in place of every month as at present.

Huanchao to Casma,

Casma to Callao,

Callao to Pisco,

Pisco to Islay,

Islay to Arica,

Arica to Iquique,

Iquique to Cobija, (Bolivia,)
Cobijo to Copiapo,
Copiapo to Huasco, (Chili,)
Huasco to Coquimbo,
Coquimbo to Valparaiso,

Total

Miles.

335

574

215

150

115

61

206

115

295

169

108

135

285

84

97

198

3,142

from Panama to Valparaiso, and 7,884 m. from Southampton to Valparaiso. These voyages are now performed by the Pacific steam navigation company's ships, Chili, New Grenada, Peru, and Bolivia, in 11 to 12 days, from Panama to Callao, and in about the same period from Callao to Valparaiso; the time occupied on the trips is inclusive of the stoppages at the intermediate ports for collecting and delivering the mails. By the existing plan the English mails have reached Callao in 47 to 48 days, and Valparaiso in 58 to 60 days; but by the acceleration contemplated Callao will be brought within 30 or 31 days, and Valparaiso within 40 or 43 days of Southampton; the intermediary stations being of course benefitted in a corresponding degree. A monthly communication is now kept up with England from these ports, but as the new arrangements embrace a steamer every three weeks to and from the isthmus of Panama, we presume a similar alteration will be effected on the other side, and that the Pacific steamers will have to start every three weeks to and from

HAVANNAH AND GULF OF MEXICO ROUTE.

Southampton to St. Thomas by main line steamer,
St. Thomas to Havannah by branch steamer, taking
her course through the old Bahama channel,
Havannah to Vera Cruz,

Total,

Miles.
3,622

1,010

810

5,442

from Southampton to Vera Cruz, against 5,899 m. by way of Bermuda, Nassau, Havannah, and Mobile, as at present. Tampico, 205 m. from Vera Cruz, may be accommodated with a call either outwards or homewards, or both if found necessary. The voyage to Havannah will be performed in 15 days against 24 days as at present; to Tampico, in 20 days against 35 days; and to Vera Cruz in 21 or 22 days, against 33 days, occupied hitherto by the Bermuda steamers.

JAMAICA ROUTE.

At present there is a fortnightly mail to the British West India colonies, but only a monthly one to the gulf of Mexico, Havannah, the Spanish American states, and the Pacific; the new arrangements propose a uniform threeweekly mail to and from the whole of the 48 ports comprised in the scheme, thus in point of fact, while curtailing the communication to the West India islands, it increases the number of departures to and arrivals from

those important parts of the world, hitherto enjoying only a monthly mail. It is needless to add that government can, if necessary, provide for a seini-monthly service under the new project, if the threeweekly mail be found insufficient. Jamaica, however, complains of the change of route, whereby Kingston will not be included as a port of call for the steamers from the isthinus of

Panama proceeding to England, but will be accommodated by

CHAGRIN FALLS, a village of Orange township, Cayuhoga co., in the state of Ohio, U. S., 153 m. NE of Columbus. Pop. in 1840, about 200.

CHAGUANANAS, a town of Venezuela, in the prov. and 75 m. SE of Cumana, near the 1. bank of the Guarapiche.

CHAGUARAMUS (POINT), a headland of the island of Trinidad, on the NW coast, forming the E side of the Dragon's mouth or Boca Grande, in N lat. 10° 45', W long. 61° 43'. C. bay, comprised between Gaspar Grande on the SW, and the W side of the peninsula on the E, forms a spacious harbour, with excellent anchorage in from 4 to 40 fath.Also a town of Venezuela, in the prov. and 100 m. S of Caracas.

CHAHAIGNES, a commune and town of France, in the dep. of the Sarthe, cant. of La-Chartre-sur-leLoir, 19 m. SW of Saint-Calais. Pop. 1,668. It has some manufactories of woollen fabrics.

CHAHARA (JEBEL), a mountain-ridge and territory of Arabia, in Yemen, 126 m. NW of Sana, in the district of Tulla. Numerous small villages are scattered over it.

CHAIGEY, a village of France, in the dep. of the
Haute-Saône, cant. of Hericourt, 13 m. ESE of Lure.
Pop. 430. It contains some iron-works.

branch steamers from St. Thomas's. Although Jamaica by the
new plan will be deprived of the visits of the main line of steam-
ships, yet Kingston harbour will be made a depot for vessels run-i-Deman, 15 m. N of Istalif.
ning from that island to Nicaragua, Honduras, Carthagena,
Hayti, and some other places; and her own communications to
and from England will occupy only 17 to 19 days in place of 28
or 30, as at present.

CHAIKAL, a village of Afghanistan, in the Koh

from Southampton to Jamaica, against 5,025 m. by way of Madeira, Barbados, St. Thomas, Porto Rico, and Hayti; and 4,895 m. via Bermuda, Nassau, and Havannah; which are the respective routes now taken to Jamaica by the outward steamers. Jamaica will be reached in 16 or 17 days; Jacmel (Hayti) in 14 or 15; Porto Rico in 13; against 30, 28, and 27 days respectively as at present. From Jamaica the mails will be sent by branchsteamers to St. Jago de Cuba, to Grey Town (Mosquito), to Carthagena, and Santa Martha, by such arrangements as will facilitate in a commensurate degree their intercourse with and to England. Jamaica will besides be greatly benefitted by being in constant communication with those ports on the main land between which and herself a large trade will be encouraged to mutual advantage. The same may be said of Belize (Honduras), the mails for which colony are to be sent from and received at Jamaica by a branch-steamer instead of to and from Havannah as at present.

WINDWARD AND LEEWARD ISLANDS AND DEMERARA ROUTE.

from Southampton to Demerara, occupying at present 28 to 30 days, but this will be accomplished in 20 to 22 days, including all stoppages for landing and receiving mails at the islands between St. Thomas and Demerara, such islands also receiving their mails from the St. Thomas steamer proportionately earlier, according to their several positions on the route. The Venezuelan mails

CHAILEY, a parish of Sussex, 6 m. NNW of Lewes. Area 6,580 acres. Pop. 1,091.

CHAILLAC, a commune and town of France, in the dep. of the Indre, cant. of St.-Benoist-du-Sault, on the 1. bank of the Langlin, 21 m. SE of Le Blanc. Pop. 2,526.-Also a commune in the dep. of the Haute-Vienne, cant. of Saint-Junien, on the 1. bank of the Vienne, 4 m. NNE of Rochechouart. Pop. 1,188. Wine is grown in this locality.

CHAILLAND, a canton, commune, and town of France, in the dep. of Mayenne, arrond. of Laval. The cant. comprises 9 com. Pop. in 1831, 16,704; in 1841, 18,062. The town is situated on the 1. bank of the Ernee, 13 m. NNW of Laval. Pop. 2,504. It contains some blast furnaces and forges, and has a considerable trade in lime. Coal is wrought in the environs.

CHAILLE'-LES-MARAIS, a canton and commune of France, in the dep. of Vendee, arrond. of Fontenay-le-Comte. The cant. comprises 7 com. Pop. in 1831, 9,345; in 1841, 10,195. The town is 13 m. SW of Fontenay-le-Comte. Pop. 2,296.

CHAILLE-LES-ORMEAUX, a commune of France, in the dep. of Vendee, cant. of BourbonVendee. Pop. 1,213.

CHAILLEVETTE, a commune of France, in the dep. of the Charente-Inferieure, cant. of La Tremblade, 7 m. S of Marennes, on the 1. bank of the Seudre. Pop. 1,053. It has a small port, of which salt, the produce of the adjacent salt-marshes, forms the chief article of export.

CHAILLEVOIS, a commune of France, in the dep. of the Aisne, cant. of Anizy-le-Chateau, 7 m. from Laon. Pop. 231. It contains manufactories of alum and copperas.

CHAILLEY, a commune of France, in the dep. of the Yonne, cant. of Brienon, 19 m. NE of Joigny. Pop. 1,160. It has a considerable trade in charcoal. CHAILLONE', a village of France, in the dep. of the Orne, cant. and 4 m. N of Seez. Pop. 703. It contains some iron-works.

CHAILLY, a commune of France, in the dep. of the Seine-et-Marne, cant. of Melun. Pop. 958. CHAIN, a village of Northern India, in the Pun

heretofore conveyed from St. Thomas to La Guayra will in all jab, 60 m. SW of Lahore.

probability be carried in a small steamer either from that island or from Barbados,

CHAIN ISLAND, an island of the South Pacific, in the Low archipelago, in S lat. 17° 25', W long.